Metallic underframe for railway-cars



No. 752,478. PATENTED FEB. 16, 1904.

A. -STUQKL METALLIC UNDERFRAME POR RAILWAY GARS.

No MODEL. APPLICATION FILED MAY 1B, 1903. 2 SHEETS-SHEET L ivf? OOO w do

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MEMBRE-1.63.16, 1904. VA. sT-UGKL METALLICU-N-DBRPRAMETOR RAILWAY GARS.

APPLICATION FILED MAY 19.41903. N0 MODEL.

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Patented February 16, -1904.

UNITED STAT-Es PATENT OFFICE.

ARNOLD s'rnom, oE ALLEGHENY, PENNSYLVANIA, ASSIGNOE 'ro STAND- AED STEELCAR COMPANY, or rrrrsnnne, PENNSYLVANLA A oon- PORATION OF PENNSYLVANIA.

METALLIC UNDERFRAME FOR RAILWAY-GARS'- SPEGIFICATION forming part ofLetters Patent No. 752,478, dated February 16, 1904.'

Application filed May 18, 1903. Serial No. 157,654. (No model.)

.To all whom it may concern:

ABe it known that I, ARNOLD S'rUcKI, a citizen of the United States, anda resident of Allegheny, Pennsylvania, have invented certainImprovements in Metallic Underframes for Railway-Cars, of which thefollowing is a specification. p

The object ofmy invention is to so construct a metallic underframe forrailway-cars that the same will possess a high degree of strength andrigidity in proportion to the weight ofmetal employed. This object Iattain in the manner hereinafter set forth, reference being had to theaccompanying drawings, in which- Figure 1 is a plan view, partly insection, of one-quarter of a metallic underframe for railway-carsconstructed in accordance with my invention. Fig. 2 is a side elevationof the same. Fig. 3 is a longitudinal section on the line aI a, Fig. l.Fig. 4 is an enlarged transverse section on the line Fig. l. Fig. 5 isan enlarged transverse section on the line c '0, Fig. 1. Fig. 6 is aplan view, partly in section, of one-quarter of an underframe made inaccordance with my invention, but differing slightly from that shown inFig. 1; and Fig. 7 is a side view of said frame.-

Experiments have proven that atrussed carsill can be madelighter in'weight for a given strength than other forms of sills, trussed sillmeaning a structure comprising top and bottom members, the top memberordinarily being thrown in compression and the bottom member normallyacting as a tension member. The old wooden sill with the vwell knowntruss -rod and turnbuckle proved the elliciency of this class of sillunder normal conditions, and numerous forms of trussed metallic sillshave 'of late years been proposed. One of the drawbacks of the trussedsill, however, is its lack of strength under end shocks, for in suchvcase the tension member becomes slack and the compression member hasall of the 1,work to do, and it has frequently happened that liat carshaving trussed sills when running light and near the center of a heavytrain llave been buckled' upward and broken in two, and althoughinverted truss-rods have at times been used with the view of overcomingthis objection they have never proven successful. In carrying out myinvention, therefore, I so construct the trussed sill that its tensionmember can also act as a compression member when it is subjected toabnormal conditions# such, for instance, as end shocks. The center sillsand `side sills are constructed substantially alike, with the exceptionthat the bottom member of the side sills is in some cases broughtinwardly, so as to reduce the width of that portion of the frame whichisnearest the track in order to adapt the car to conditions of road-bed,trestles, and tunnels which exist in many places.

Each sill consists of an upper member 1 and a lower member 2, said uppermember 1 consisting by preference of a channel-bar and the lower memberof an angle, although other shapes may be used which will afford theproper resistance to strains exerted in the direction of theirlength.The top and'bottom bars of each truss are connected by vertical Struts3, disposed at appropriate intervals, the struts 3 of the side sillsbeing bent inwardly, as shown in Figs. 4 and 5, because of the settinginward of the lower membery of the truss. The lower memberof eachtrussextends diagonally upward at each end, as shown at 2 in'Figs. 2 and 3,and is secured to the upper member preferably at the point where thebody-'bolster 4 of the car is located, said lower members of each. sill,or, at any rate, of the center sill, being extended longitudinallybeyond said bolster for a purpose described hereinafter.

The upperv members of the center and side sills areconnected to eachother by transverse floor-beams 5, and the center sills are stiliened byshort vertical sections of channel-bar 6 extending from one tol theother, so as to impart lateral rigidity to the frame, and .at .two ormore points in the length ofthe frame I form across-bearer, consistingof abottom bar 7, extending completely acrosstheframe', this bar beingsecured to the bottom members of the sills Aand also tothe verticalstruts of the Same.

Secured to the bar 7 and extending therewith each Hoor-beam orcross-bearer,-serve to.

keep all of the sills in alinernent and prevent the compression membersifrom buckling' sidewise under end shocks even Without the coverplatefrequently employed on top of the cen'-U ter sills.

Each of the body-bolsters 4 is continuous and runs from one side sill tothe other across the frame, such continuous bolster being used in orderto obtain the necessary strength and stillness and to keep the car fromriding on the side bearings. The continuous bolster of coursenecessitates that the center sill shall be interrupted at the bolsterinstead of running continuously from end to end of the car, shortdraft-sills 10 running from each bolster to the corresponding end sill.These short sills carry the draft-rigging and are subjected to verysevere shocks and strains, making periodical renewals necessary, andthis can be done without affecting any other portion of the carframing.

In order to strengthenthe connection be tween the draft-sills and thecenter sills and bolster, the extensions 2b of the bottom members of thecenter sills are carried longitudinally beyond the bolsters and securedto the draft-sills, so as to provide a connection therefor independentlyof the U-shaped plates 11 and angles 11, whereby said draft-sills aresecured to the bolster. Similar U-shaped plates 12 and angles 12a securethe bolster to the top member of each center sill, and the side membersof said U-shaped plate 12 are, by preference, carried downwardly, asshown in Fig.

' 3, so as to be secured also to the bottom member of each sill, thusincreasing the security of the connection between the sill and bolsterat the point where the greatest amount of strength is needed.

In the construction shown in Figs. 6 and 7 the bottom members of thetrusses constituting the sills are located alongside of the top membersand are connected thereto by means of interposed plates 13, 14, and 15,the plate.

14 constituting a web-plate, which can be eX- tended throughout anydesired portion of the length of the truss and which is preferablyprovided with openings in order to reduce its weight, this web-platetaking the place of the vertical struts 3 of the trusses,'as shown inthe other iigures of the drawings, and being calculated to stilen thetruss, so as to reduce the deiection of the same under load. Theplate 15is U-shaped and is substantially similar to the plate 12, butwith longerside' members, so as to provide more space for rivets; but the plate13`preferably passes between the end of the bolster and the top memberof the side sill, as shown in Fig. 6, thus forming a liner between thetwo which distributes over a larger area of the side sill the strainsconcentrated at that point.

Having thus described my invention, I claim and desire to secure byLetters Patent; 1.. A metallic underframe 'for railway-cars comprisingtrussed, center and side sills and transverse body-bolsters, the uppermembers of the sills being in the same horizontal plane as the bolsters,the upper members of the center sill abutting against said bolsters,thebottom member of eachtruss extending continuously from one bolster tothe other, and the bottom member vof the center sill being in the samevertical plane as the top member, both the upper and lower members ofeach truss being secured to the bolsters and both members of each trussbeing constructed to resist longitudinal compression strains,substantially as specified.

2. The combination in a metallic underframe for railway-cars, of thetrussed center and side sills, the floor-beams connecting the same andvertical lattice-trusses interposed between the sideand the centersills, substantially as specied.

3. The combination in a metallic underframe for railway-cars, of thetrussed center and side sills, the lower members ofthe sidesill trussesbeing carried inwardly so as to reduce the width of the lower portion ofthe frame, substantially as specified.

4. The combination in a metallic underframe for railway-cars, of thebody-bolsters, the trussed center and side sills, both having theirupper members in the same horizontal plane as the body-bolsters, and theupper members of the center sills being in the same verticalv plane asthe bottom members and abutting against said body-bolsters, shortdraftsills extending from the bolsters to the end sills of the frame,and means for connecting said draft-sills and both the upper and lowermembers of the trussed center and side sills lo dthe body-bolsters,substantially as speci- 5. The combination in :a metallic underfrarnefor railway-cars, of the transverse bodybolsters, the trussed center andside sills and the draft-sills, the upper members of said center sillsabutting against the body-bolsters but their under members being carriedbeyond the bolsters and secured to the draft-sills, substantially asspecified.

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6. The combination in a metallic yunderthe draft-sills, the top membersof the centerA tom members of the center sills being secured to thedraft-sills, substantially as specied.

7. The combination in a metallic underframe for railway-cars, of'atransverse bodybolster, a sill abutting against the same, and a U-shapedplate whereby the opposite side members of said sill are secured to thebolster, substantially as specified.

8. The combination in a metallic underframe for railway-cars, of atransverse bodybolster with a trussed sill, and a vconnectingplatehaving portions secured to the bolster, and to both the top and bottommembers of the trussed sill substantially as specified.

9. The combination in a metallic underframe for railway-cars, ofatransverse bolster,

a trussed center sill, and a U-shapedl plate whereby the opposite sidemembers of the sill are secured to the bolster, the side members of saidplate being continued downwardly so,

as to be secured to the bottom member of the trusses comprising saidcenter sill, substantially as specified.

10. The combination in a metallic underframe for railway-cars, of atransverse bolster, a side sill, and a plate interposed between the endof the bolster and the sill and secured to both, said platehavingportions projecting longitudinally in front and rear of thebolster so as to distribute the strain upon the sill, substantially asspecified. k 11. The combination in a metallic underframe forrailway-cars, of a transverse bolster, a trussed side sill, and a plateinterposed between the sill and the end of the bolster, and secured toboth, said plate having a portion projecting longitudinally in rear ofthe bolster and depending 'so as to be secured to the bottom member ofthe truss constituting the sill, substantially as specified.

' 12. The combination in a metallic underrame for railway-cars, of atransverse bolster, a trussed side sill, and a plate interposed betweenthe sill and the end of the bolster, and secured to both, said platehaving a portion projecting longitudinally in front and rear of thebolster, said rear portion depending so as to be secured to the bottommember of the truss constituting the sill, substantially ARNOLD sTuoKr.

Witnesses:

J osnrn HARPER, EDWARD WrNDLE.

